Combined internal combustion and heat engine

ABSTRACT

This disclosure relates to an adaptation of a conventional internal combustion engine wherein the customary energy losses in the form of heat are greatly reduced by the conversion of the heat into a power source for other cylinders of the engine. The engine includes plural cylinders of which certain cylinders are conventional internal combustion cylinders and there being a heated gas cylinder and a gas pumping cylinder whereby a gas may be heated by means of the heat loss generally occuring with respect to the internal combustion cylinder and this heated gas may be utilized to produce work in the heated gas cylinder, after which the gas is pumped back into the system by the pumping cylinder. The gas is preferably a combustible gas whereby gas which escapes past the pistons of the heated gas cylinder and the pumping cylinder into the customary crank case of the engine may be delivered into the internal combustion cylinder for burning therein.

This invention relates in general to new and useful improvements ininternal combustion engines, and more particularly to an internalcombustion engine which has associated therewith heat engine componentsutilizing the normally wasted heat of the internal combustion engine.

It is well known that the efficiency of internal combustion engines isextremely low. Only under optimum conditions with the most efficient ofinternal combustion engines can an efficiency on the order of 30% berealized. A majority of the wasted energy is in the form of heat forwhich an elaborate cooling system must be provided. Except for a minorutilization of the heat energy to preheat the fuel and the utilizationof the heat to heat an associated vehicle compartment in the case ofautomotive vehicles, the heat energy is entirely lost. In accordancewith this invention, it is proposed to eliminate the usual coolingsystem associated with an internal combustion engine and to substitutefor the cooling medium utilized in conjunction therewith a gas coolingmedium which can readily absorb the heat and which gas, when heated,expands and is usable in conjunction with one or more cylinders of theinternal combustion engine to function as a heat engine. The simplestmanner of utilizing the heat energy is to eliminate the customary liquidcirculation system utilized in conjunction with internal combustionengines and to make the so-called water jacket of the engine block gastight and to circulate through the block, as well as the customary head,the selected gas. This gas may also be further heated by circulationthrough an exhaust manifold so as to provide for a maximum salvaging ofthe normally lost heat energy.

After the heated gas is utilized as the energy source in one or morecylinders of the engine, the heated and for the most part spent gas isthen directed to a condenser wherein the gas is further cooled andrestored to its initial state, after which the gas is directed into thepumping cylinder where a further small amount of energy is extractedtherefrom. The pumping cylinder then pumps the gas back into the waterjacket area of the block for recirculation.

It will be readily apparent that the customary preheating of the fuelfor the internal combustion cylinders may still be accomplished and thatthe condenser may be utilized as an efficient heater for the heating ofa vehicle compartment if it is so desired.

With the above and other objects in view that will hereinafter appear,the nature of the invention will be more clearly understood by referenceto the following detailed description, the appended claimed subjectmatter, and the several views illustrated in the accompanying drawings.

IN THE DRAWINGS

FIG. 1 is a schematic view of a conventional six cylinder internalcombustion engine converted into a combined internal combustion and heatengine in accordance with this invention.

FIG. 2 is another schematic view showing a four cylinder embodiment ofthe invention.

Referring now to the drawings in detail, it will be seen that there isillustrated in FIG. 1 a combined internal combustion and heat engineformed in accordance with this invention, the engine being generallyidentified by the numeral 5. The engine 5, if one so desires, mayutilize existing components of engines presently utilized inautomobiles. The engine 5 is a six cylinder engine and includes acustomary engine block 6 having formed therein six cylinders, 7, 8, 9,10, 11 and 12. Each of these six cylinders 7-12 has positioned therein acustomary piston 13 for reciprocation. The engine 5 also includes thecustomary crankshaft 14 to which all of the pistons 13 are coupled bymeans of connecting rods 15 for reciprocation in sequence.

In accordance with this invention, cylinders 7, 8 and 9 will be internalcombustion cylinders, cylinders 11 and 12 will be heated gas cylinders,and cylinder 10 will be a pumping cylinder. Cylinders 7, 8 and 9 willfunction as a three cylinder, four cycle internal combustion engine.Cylinders 11 and 12 will function as a two cylinder, two cycle heatengine. Cylinder 10 will function primarily as a pump although, asdescribed hereinafter, certain energy may be obtained from cylinder 10.Preferably cylinders 10, 11 and 12 will have high compression ratios ascompared to those of a normal internal combustion engine.

It is to be understood here that certain modifications will be requiredin the valving of the engine 5 as compared to a conventional internalcombustion engine, particularly with respect to the cam shaft. Thischange in valving will be within the skill of an engine designer andmany mechanics and, therefore, will not be described in detail here. Ofcourse, the change in valving will also require minor variations in theconstruction of the head of the internal combustion engine 5.

Considering first cylinders 7, 8 and 9, it is to be understood thatthese cylinders will function in the normal manner of an internalcombustion engine and a fuel-air mixture will be supplied to thesecylinders in the customary manner. For purposes of illustration, theengine 5 includes a conventional intake manifold 16 having associatedtherewith a carburetor 17. It is to be understood that the engine 5 willbe provided with the customary intake valves for distributing thefuel-air mixture into the cylinders 7, 8 and 9 in the proper timedrelation to the reciprocation of the pistons 13 thereof.

The engine 5 also includes an exhaust manifold 18 for receiving exhaustgases from the cylinders 7, 8 and 9. The exhaust manifold 18 isincorporated in a heat exchange jacket 20 for heat exchange purposes tobe described hereinafter.

It is to be understood that cylinders 7, 8 and 9 form a three cylinderengine which is capable of operation independently of the remainder ofthe engine 5.

The space within the block 6 surrounding the various cylinders thereofis normally filled with a coolant and is normally identified as a waterjacket. The same terminology will be utilized here and the water jacketwill be identified by the numeral 21. All of the normal coolant flowopenings in the block 6 and the associated head will be closed in amanner so as to be gas tight. However, a suitable opening 22 will beformed in the block 6 so as to communicate the water jacket 21 with theinterior of the heat exchange jacket 20 surrounding the exhaust manifold18.

Suitable flow conduits 21 lead from the heat exchange jacket 20 to thecylinders 11, 12 for supplying heated gases thereto. The gases will bedirected into the cylinders 11, 12 in timed relation to thereciprocation of the pistons 13 thereof by means of customary valvingalthough the pistons of the cylinders 11, 12 will have a power strokeevery two cycles whereas the pistons of the cylinders 7, 8 and 9 willhave a power stroke only every four cycles.

Controlled exhaust of the spent heated gases from the cylinders 11, 12will be by way of conventional exhaust valves into an exhaust conduit34. Gases are directed by the exhaust conduit 24 into suitable gascooler 25 which may also be part of the heating system of a vehicle ifthe engine 5 is utilized as a power plant in a vehicle. It is to beunderstood that the gas cooler 25 serves to make the gases more densewithout changing the phase from gas to liquid.

A further conduit 26 leads from the condenser 25 into the cylinder 10through suitable valving. While the cylinder 10 is primarily a pumpingcylinder, the gases flowing thereto will be under a slight pressure andwill perform work as the gases flow into the cylinder 10 against thepiston 13. The cylinder 10 is also preferably provided with valving ofthe two cycle type. Exhaust from the cylinder 10, controlled byconventional valving is into a conduit 27 which leads back into thejacket 21.

At this time it is pointed out that although a single engine block isillustrated, the two engine components could possibly be separatelyformed. However, with respect to the illustrated six cylinder engine 5,it has been found that conventional engine components may be utilizedwith minor changes, for example, the pistons for the cylinders 10, 11and 12 may be of higher compression ratio than normal, and certainchanges in the valving of the head are desirable, together with amodified cam shaft construction.

It will be readily apparent that a six cylinder engine formed inaccordance with this invention has only three cylinders thereof whichrequire fuel and of the other three cylinders, two cylinders, cylinders11 and 12, are pure working cylinders, while cylinder 10 is primarily apumping cylinder although a small amount of work occurs during thedownward stroke of the piston 13 thereof. Accordingly, it might be saidthat the cylinder 10 is a non-productive cylinder in that the workingefforts on the downstroke of the piston thereof is substantially equalto no more than the work required during the upward pumping stroke ofthat piston.

On the other hand, it is to be understood that all work obtained fromthe cylinders 11 and 12 is a bonus. Further, the engine construction,without the usual cooling system, eliminates the energy required by thewater pump and quite possibly the usual fan although depending upon theengine construction and use, it may be necessary to utilize a fan inconjunction with the gas cooler 25. Accordingly, with these benefits,the six cylinder engine 5 may have the same power output as the sameengine, i.e., bore and stroke, wherein fuel is supplied to all sixcylinders thereof. In other words, the engine 5 is expected to havesimilar power output with only half the fuel requirement.

At this time it is pointed out that it is expected that there will be aloss of the gas from the system past the rings of the pistons 13 in thecylinders 10, 11 and 12. Accordingly, the engine 5 also includes a gassupply reservoir 30 which is coupled with the gas system of the engine,preferably with the jacket 11, by means of a conduit 31. The conduit 31has incorporated therein a constant pressure valve 32 which permitssupplying of gas from the reservoir 30 to the jacket 21 only when thepressure within the jacket 21 drops below a predetermined pressure.

It is pointed out here that the gas be utilized, in addition to havingthe desired heat absorbing and expansion characteristics preferablyshould be one which is consumable by burning. Many internal combustionengines, particularly those manufactured for use in the United States,are provided with environmental control devices wherein crank case gasesare recirculated through the carburetor for burning. Thus the gaseswhich escape past the pistons of the cylinders 10, 11 and 12 in manyinstances will be recirculated through the carburetor 17 to be burned.It has been found that many hydrocarbons are suitable for such gases.

It is also pointed out here that the invention is not restricted to anengine having any particular number of cylinders. Accordingly, referenceis made to FIG. 2 wherein there is illustrated in a four cylinderembodiment of an engine formed in accordance with this invention. Theengine of FIG. 2 is generally identified by the numeral 33 and isbasically identical with the engine 5 except that the block 34 theretoin lieu of having six cylinders has only four which includes cylinders35, 36, 37 and 38. Each of these four cylinders is provided with apiston 40 and the pistons 40 are interconnected by means of a crankshaft41 utilizing connecting rods 42.

The cylinders 35, 36 are internal combustion cylinders and haveassociated therewith an intake manifold 43 and a carburetor 44 as themeans for providing a fuel-air mixture. Associated with the cylinders35, 36 is an exhaust manifold 45.

The cylinder 37 is a heated gas cylinder while the cylinder 38 is apumping cylinder.

Like the engine 5, the engine 33 is provided with a gas system whichincludes utilizing the conventional water jacket 46 as a heat exchangejacket and filling the same with gas while all of the usual water pumpoutlets, etc. are sealed against escape of gas under pressure. Theexhaust manifold 45 is also provided with a heater jacket 47 into whichgases from the jacket 46 enter and are further heated by the hot exhaustgases of the manifold 45. Gases from the jacket 47 enter into thecylinder 37 through a conduit 48 and pass from the cylinder 37 to thecylinder 40 through a conduit 50, a gas cooler 51 and a conduit 52.Gases from the cylinder 38 pass back into the jacket 46 through aconduit 53 which preferably has a pressure control valve 54 incorporatedtherein.

The engine 33 is also provided with a gas supply reservoir 55 which isconnected to the jacket 46 through a conduit 56 having a constantpressure valve 57 therein.

It is to be understood that the operation of the four cylinder engine 33will be the same as that of the six cylinder engine 5 with the cylinders35 and 36 forming the combustion engine part of the engine 33 and thecylinder 37 forming the heated gas engine part thereof.

It is pointed out here that the cylinder 38 is made smaller than thecylinders 35, 36 and 37 and that the capacity of the pumping cylindershould be approximately one-half the capacity of the heated gascylinder. In the engine 5, because there are two heated gas cylinders11, 12 the pumping cylinder 10 could be of the same size as the othercylinders. However, because there is only one heated gas cylinder 37 inthe engine 33, it is necessary that the cylinder 38 be of a reduceddiameter. If it is desired to utilize a conventional four cylinderblock, the cylinder 38 can be made by inserting a suitable sleeve in theusual cylinder.

Although only two embodiments of the invention have been specificallyillustrated and described herein, it is to be understood that the sameprincipals may be applied to engines of other cylinder arrangements. Ofcourse, there must be at least one internal combustion cylinder, oneheated gas cylinder and one pumping cylinder.

While preferred forms and arrangements of parts have been shown inillustrating the invention, it is to be clearly understood that variouschanges in detail and arrangement of parts may be made without departingfrom the spirit and scope of this disclosure.

What is claimed is:
 1. A combined internal combustion and heat enginecomprising engine components including cylinder block means defining aplurality of cylinders and a heat exchange jacket surrounding saidcylinders, said cylinders including at least one internal combustioncylinder, at least one heated gas cylinder and at least one gas pumpingcylinder, an energy supply system for delivering a combustible mixtureto said internal combustion cylinder, exhaust means for receiving hotexhaust gases from said internal combustion cylinder, first conduitmeans for directing heated gases from said heat exchanger jacket to saidheated gas cylinder, second conduit means for directing gases from saidheated gas cylinder to said pumping cylinder, and third conduit meansfor directing gases under pressure from said pumping cylinder back intosaid heat exchange jacket for reheating and recirculation, each of saidcylinders including a piston, and coupling means connected to saidpistons for simultaneous reciprocation of all of said pistons inconstant timed phased relation, and said second conduit means includinga gas cooler for making more dense expanded gases passing from saidheated gas cylinder prior to passage thereof into said pumping cylinder.2. The engine of claim 1 wherein said coupling means includes acrankshaft rotatably journalled in said cylinder block.
 3. The engine ofclaim 1 wherein cooled and dense gases enter said pumping cylinder at apositive pressure.
 4. The engine of claim 1 wherein said enginecomponents include exhaust manifold means, and said first conduit meansincludes heat transfer means cooperatively associated with said exhaustmanifold means for extracting heat from hot exhaust gases from saidcombustion cylinder.
 5. The engine of claim 1 wherein said heat exchangejacket and said conduit means are filled with a gas capable of beingconsumed in said combustion cylinders.
 6. The engine of claim 5 whereinsaid consumable gas is a hydrocarbon.
 7. The engine of claim 1 whereinthere are plural internal combustion cylinders and plural heated gascylinders, the number of heated gas cylinders is greater than that ofsaid pumping cylinder, and the number of internal combustion cylindersis greater than that of said heated gas cylinders.
 8. The engine ofclaim 1 wherein there are plural internal combustion cylinders, andsingle heated gas cylinder and single pumping cylinder, and said pumpingcylinder is of a lesser size than said heated gas cylinder.